Change-speed gear



June 10 1924. 1,497,470

c. A. ANDERSON ET AL CHANGE S FEED GEAR Filed Dec. 26, 1925 2 Sheets-3heet 2 8 J ,I/ 314-00 l'ow 7 3f; 3 7 tiflflniierson flflndfrsom Patented June 10, 1924.

A. AIIDEBSON AND ALFRED ANDERSON, 0F BOWMAN, NOR'I IH PATENT DEN-Ch} DAKOTA.

t H. mm: a

CHANGE-SPEED GEAR.

Application filed December 1 0 all whom it may concern: I Be it known that We, CARL A. ANnnnsoN end; ALFRED Annnnsonnboth citizens of the United States of America, and residents of Bowman, county of Bowman, State of North Dakota, have invented certain new and usefiul Improvements In and Relating to Change- Speed Gears, of Which the following is a specification.

invention relates to certain improvements 'in change speed gearing; and the natitre *and Objects of the invention will be readily recognized and understood by those skilled in the art in the light of the followingesplanetion and detailed description of the eocompanying drawings illustrating vghet We at present consider to he the preferred embodiments or mechanical expressions 'of the invention from amom various other forms, embodiments, com hin'ations and constructions of which the invention is capable within the spirit and scope thereof. The invention is primarily directed to change speed gearing for motor vehicles of the" internal combustion 'motor propelled types having a drive or propeller shaft operatively connecting the motor through Suitable intermediate operating connections, With'the dFlXB or traction Wheels, although the invention is not limited or restricted to the foregoing application and use thereof, as it is equally adapted to application and use with various other power transmitting means Where equivalent or similar conditlOItS may be encountered and the results andadvantages of the various features of the invention desired, as will readily appear to those skilled in this art from the followingexplanetion of the principles and varioils features which the invention embodies. 'In motor vehicles of the type. in which the powel from the motor is transmitted to drive or traction Wheels through pro- .Iiller shefting driving a pinion operatively a bevel gear coupled to the wheel '98. sfiitable chzrnge speed gearing is gen- ElfllfLV interposed at some suitable point iumi-mediate the motor and driven. axles in operative relation With'the propeller shafting. throughthe'medium of which the speed ratio lietwhehthe motor and the drive or traction wheels can be varied, that is the motorcanhe o erated at a higher speed in 1312110 jifiii to the speed of the driven axles 26, 1523. Serial No. 582,??7.

and traction Wheels operated thereby. with this change speed gearing in position to peri Y 1;. not of the drive or traction vvheels being driven at highest speed by the motor, ofsnh motor vehicle power transmission mocha:

nism, it is frequently foundneces'saryi'dne to road and the like conditions, lto drive the vehicle through a position of the clfsnge speed gearing which will increase the speed ratio between motor and Wheels, that is a greater speed of operation for the niotor with a lower speed developed by thedrive wheels, and resulting greater driving poi ver for the wheels. However, with tlie aveiiige variations in road conditions the powe derived by the operation of the changespeed gearing to increase the speed ratio-bet3veen motor and Wheels is greater than actn'rillv i- J1: required for a vehicle, and further it necessitates elimination of the direct'drive jro n motor towheels and requires the migration of the motor at high speed with'resu ting in creased consumption of fuel oil, end increase in wear and tear upon amotor.

Therefore; one of the primary and fundamental purposes and objects of the invention is the provision of change speed earing for the foregoing type of motor 'vefiricle power transmission, in which the direct drive connection from motor to vvheels is maintained but With which'it ispossihle to varv the: speed ratio between the propeller or drive shutting and the drive "vvheel s ovhr 21' range suflicient to meet the average reqnirements of variations in road and thelike conditions encountered in useend thgs peyniit of operation of the motor at loiver speeds with the resulting materiel do he in fuel and oil consumption and in g a i a motor. e A further object of the inyention is the provision of change speed or motor vehicles of the drive or pro eller s iaft'jjpe, which permits of a di-rept it tained between motor and drive wheels during all positions of the gearing, and in which the gears are so mounted and arranged that only those gears in operation for each speed are in mesh or operative engagement.

A further object of the invention is the provision of such type of change speed gearing which is of sim le construction and compact assembly eapa le of being readily mounted and housed on and in connection with the types of power transmission in general use for motor vehicles.

A further object of the invention is to provide sim le and efficient gear shifting mechanism or use with change speed gearing embodying the principles and features of the invention.

With the foregoing general objects as well as various other objects and results in view, which other objects and results will be readily recognized and understood by those familiar with the art from the following description, the invention consists in certain novel features in construction and in combinations and arrangements of elements. as will be more fully and particularly referred to and specified hereinafter.

Referring to the accompanying drawings:

Fig. 1. is a side elevation of the gear shift and propeller shaft assembly and housing. showing the change speed gearing in operative relation on and connecting the propeller shaft and driven axles.

Fig. 2, is a longitudinal horizontal section through the change speed gearing taken on the line 2-2 of Fig. 1. a portion only of the driven axles and propeller shaft being shown.

Fig. 3, is a view in horizontal section through the gear shifting mechanism of the invention and casing therefor taken on the line 3-3 of Fig. 4. and showing a portion of the propeller shaft casing.

Fig. 4. is a side elevation of the gear shifting mechanism with a side plate of the casing thereof removed.

Fig. 5, is a vertical section taken on the line 5 5 of Fig. 3.

In the embodiment of change speed gearing disclosed in Figs. 1 and 2 of the act-om panying drawings by way of example of a possible mechanical expression of the principles and features 0 the invention. the general assembly of the propeiler shafting and casing therefor from the motor to the driven axles. the gear shifting mechanism and easing therefor. and the change speed gearing operatively connecting the rear end of the propeller shaft with the driven axles. is illustrated in Fig. 1 of the drawings. A

universaljoint or connection 1 of the usual or any other desired type, referring now to Fig. 1 of the drawin 15 connected at the forward side thereof any suitable means to a motor (not shoving and at the rear side is coupled to the propeller shaft 10 by means of a loose, sliding or slip joint 2 to permit of longitudinal movement or play of the shaft 10. in the usual 'or any other desired manner well understood in this art. The propeller shaft 10 extends rearwardly and longitudinally of a vehicle (not shown) from the motor thereof in the usual manner. to the rear end of the vehicle where 1t is operatively connected to and drives the rear or driven axles 3, through the change speed gearing of the invention and the'usual differential gearing 4 (diagrammatically shown in Fig. 2), as will be explained and described in detail hereinafter. Referring particularly to Fig. 2 of the accompanying drawings. the differential gearing 4. change speed gearing of the invention. and inner ends of the axles 3 are mounted within the usual or any other desired housing or casing 5 at the forward side thereof formed with an opening having the outwardly'extending flange 5 therearound. The rear end of the propeller shaft 10 extends through the opening in the housing 5 and terminates therewithin a distance forwardly of the differential 4 and driven axles 3. in the usual manner. and is tapered to receive the pinion 11 which is fixed and secured thereon to rotate with the propeller shaft 10. A tubular shaft or sleeve 12 is slidably mounted on and over the rear end length of the propeller shaft 10 and extends a distance forwardly thereon from the housing 5. The sleeve 12 is formed with the interior longitudinally disposed grooves 14 extending from the rear end of the sleeve forwardly a distance thereinto. and the shaft 10 is provided with the keys or splines 15 slidably fitting into and engaging the grooves 14. The keys 15 can he formed separately from or integral with the propeller shaft 10. as may he desired. and are considerably less in length than the grooves of the sleeve 12. so that the sleeve is fixed to rotate with the shaft 10 but is movable a distance longitudinally, forwardly and rearwardly. thereof and thereon. as will be clear by reference to Fig. 2.

The rear end of the sleeve shaft 12 terminates a distance inwardly from the end of the shaft 10 and the pinion ll thereon. and is provided with an outwardly extending radial flange 12 of smaller diameter than that of the opening through the housing 5,. A bearing sleeve 16 is loosely mounted over and surrounding the sleeve shaft 12 and is provided at the o posite ends thereof with any desired or suitable anti-friction bearings, such as the roller bearings 17. diagrammatically shown in the Fig. 2 of the drawings. The bearings are mounted in suitable'recesses formed in the ends of the sleeve 16, and the rear end bearin is confined in 0sttion by the flange 12' o the sleeve she t 12,

J i) of tihe l lthereinto.

E 605. t; at rotation f eg'ivgn *ivhile'th' e i oiwaird sashes-ins is confined in position by ixn endn late 17 interposed between the'be'aring an a. 'pair of lock and a'd5st'i1;i" mitt/s17 threaded onto the fori ial" ofthe sleeve: shaft 12 and bearimg, g ins the end plate 17. Thus, the sleeve aft 12 slidably moun ted on the propeller Shaft 10, extends through the bearing sleeve j12'and is rotatably mounted and supported in the forward and rear bearin s 17 there "of. The 'loeariif sleeve16 is Xed to the Ieeve sh ftl 2'throng'hthe flange 12 at the I rear end an the locking nuts 17" at the 7 'iforward 'endthereof, so that the sleeve shaft 15 bearing sleeve are movable longitudinany off jthe; *rdpel'lershaft 10, while the sleeve shaft-and pro eller shaft are rotatstldfdiin the bags 's eeve by the mounting of the slei'e $11 2 in the bearings 17. lfdr iv aidendof the bearing sleeve 16 is domed with thejhorizo talliy disposed oppoide ears"? lugs 18 a ring suitable bores 'i fi tl f f QT renewing actuating mem- :iivill be described hereina fter.

I imiisi ex ten ds over an d around the s eeite' lfiand is secured at the rear is 'to the flange, 5, of the housing 5 by r ans":dfbolts, rivets, or the like 19 and this fiafijge,19 that the casing 19 f orms' a forward continuation of the housmg 5 from and around the forward open.-

ng throu e h the, housing 5. The forward the housj ng 19 formed with op- L fposite side lateral'enlarge ents 2Q provid- 38' gig guidewdysfto "reeeive he "opposite side lateralearsor lu'g's 18 on theftirward end gpij the bearing sleeiie 1.6. and these enlargeinent's a 'prd ided.With removable plates 21 losjrig tl eoiitersidesthereof to permit 10 lo faocess i-to the interior of the casing and theears on Lugs 18. A beuel irear 22 is monnted on the rear ndofthe'sleeve shaft 12 for rotation theregy by bolting or otherwise securingr'the sanieon and to the end fl-an e 12. The

Llieiel 22 g dfflgi-ger diameter than. the '11 in "e .eiid or the propeller Shaft LQQafi d isjfox ined ith a central bore or i testes of {a diameter to permit of entry I The bevel 'gear g2'is loeetdiigithin the housing 5 between thefpinion 11 and the end of the sleeve ,filflgiit so gear, is disposed for- 'wgrdlyof thefp nion 11 and axially alined therewith in; the hou'siiigifi. ,A'st of bevel gsfl 'fiw -fil l-zs ai mmihtediz ed new is; alaiie t w th. h Whee ariad seases! ii men s in movementot thesleeve shaft 12*o1rtheipropellet" shaft 10; and the gear which is smaller than the gear 24 is mounted inwardly a distance 011 the axle assemhlyffrom gear 24. and is alined with the pinion 11 for engagement and mesh therewith when the propeller shaft 10 is moved rearwardly to the position as shown in Fig. 2. The pinion 11 and gear 25 when engaged form the low speed drive for the axles. and the gears, 22 and 24 when engaged form the high speed drive. the two sets of engaging gears being operated to be alternately in engagement. as will be explained hereinafter With reference to the artuati ng or shitting mechanism for the gear 22 and pinion 11, V

The casing 19 is reduced in size and formed to provide a section 26 extending forwardli from the casing 19. over undent'losing the propeller shaft 10. The easing section 26 is likewise formed with the. opposite side lateral enlargements 20 extend inn.longitudinally'thereof in forward continuation of the enlargements 20 of easing 19. The casing section 26 extends forwardly to and opens iiito a boxing 27 forming a housingfor the operating 61' shifting mechanism for the gears 1125 and 2224, as will be explained. The propeller shaft 10 extends through the'boxing 27 from casing section 19 to the slip joint '2 and: universal joint 1, and is join-nailed inand extends through a suitable bearing 27' at the forward end of theboxing 27. The opPo site sides ot the boxing 27 are 'form ed *by removable plates 28 to permit of ready access to the interiorof the boxing.

The mechanism for shifting the :gears l1125 and 22-24 to vary or change the speed ofthe axles is mounted and housed Within the boxing 27. A pair of actuating rods 29 are adjustably coupled at their rear ends to the opposite lateral lilgzs or ears 18 at the'torward endof'the hearingsleeve 16 by me'ans of nuts or the like 29f theends of theurods 29 being serew t hrea ded and exrear n allsithereof. above theends of the actuating "rods -29 and are connected to E the ends ofthe rods 29 'bythe Leonnlecting links 29" respeetjively,"irhieh 'extend 11pwardly f om the ends of rods 29 Withjnthe boxing 7. Thus, by sliding the rods 30 torwardlv and rearwarillv through fihelialbxtrig 27, the rods 29 are aetette te neseahe with a. pin

bearing sleeve 16 and sleeve shaft 12 forwardly and rearwardly to disengage and engage the gear 22 with the gear 24.

A second set of slide rods 31 are mount ed extending forwardly and rcarwardly through the boxing 2T, spaced a distance inwardly from the slide rods 30, respectively. and slidably mounted in the forward and rear walls of the boxing 27. The slide rods 31 are each formed with upwardly disposed lengths 32 for a purpose appearing hereinafter. At the forward portion of the propeller shaft 10 within the boxing 27 a cross head 33 is adjustably mounted and fixed thereon, and the opposite ends of the cross head 33 are connected to the slide rods 31, respectively, by the arms 34 depending from the rods 31 and extended forwardly to the ends of the cross head 33, where they are adjustably fixed thereto by the nuts 35, in the usual or any other suitable manner. By the foregoing mounting and arrange ment, the slide rods 31 can be actuated to move the propeller shaft 10 forwardly and rearwardly, through cross head 33. to disengage and engage the pinion 11 on the rear end thereof with the bevel gear 25 on the rear axles 3, the slip or sliding connection 2 of the propeller shaft permitting longitudinal movement thereof.

The sets of slide rods 30 and 31 for shifting the gears 22 and 11, respectively, are operatively coupled with actuating mechanism so arranged that alternate movements forwardly and rearwardly are imparted thereby to the gears 24 and 11, that is when pinion 11 is moved rearwardly into engagement with gear 25, gear 22 is moved for wardly out of engagement with gear 24, and vice versa, as will be clear by reference to the drawings in connection with the foregoing description. In the present example, such mechanism embodies a shaft 36 mounted transversely of the boxing 27 on standards 37 extending upwardly from the bottom wall of the boxing, with the shaft in the plane of the slide rods 30 and extending through and cleared by the upwardly extending or arched portions 32 of the slide rods 31. The shaft 36 terminates at the opposite ends thereof at the inner sides of the rods 30, respectively, and the cam wheels 39 are mounted on the ends thereof for rotation therewith. Each wheel 38 is provided with a cam groove 39 on the outer face thereof, and a cam groove 40 on the inner face thereof. The slide rods 30 are each provided with a pin 41 extending laterally from the inner face thereof and extending into and engaged by the cam groove 39 of the adjacent cam wheel 38, respectively. Each slide rod 31 is rovided 42 extending laterally om the outer face thereof and extending into and engaged by the cam groove 40 on the inner face of the cam wheel 38, respectively adjacent thereto. The outer and inner cam grooves 39 and 40 of each cam wheel 38 are respectively similar and are so disposed on and extending around the wheel with respect to the axis of rotation thereof, that when a cam wheel is rotated in a forward direction the inner cam groove 40 forces the pin 42 inwardly toward the axis of the wheel which in turn forces the slide rod 31 forwardly, while the outer cam groove 39 forces the pin 41 outwardly from the axis of the wheel which forces the slide rod 30 rearwardly in the reverse direction from the movement of rod 31. When the cam wheel is rotated in a rearward direction the reverse movements of the slide rods 30 and 31 associated therewith take place, that is rod 31 is moved rearwardly and rod 30 is moved forwardly. The foregoing actions take place simultaneously upon rotation of the pair of cam wheels 38 and each pair of rods 30 and 31, respectively, or moved in reverse directions, as will be readily apparent. The cam grooves are further so curved and of such a shape, that upon rotation of the wheels, the rods are not operated at the start of the movement of the grooves, but a portion of a revolution of the wheels is made before the grooves cause the forward or rearward movements of the slide rods.

An operating rod 43 is provided extending through the boxing27 above and alined with the periphery of one of the cam wheels 33, and extends forwardly to and is operatively connected with any suitable or desired manual actuating lever 44 (see Fig. 1 of the drawings), which is mounted at any suitable point upon the vehicle (not shown) for actuation by the operator of the vehicle. The operating rod is slidably mounted through the end walls of the boxing 27 and the rear portion thereof is formed as a rack 45 having a stop 46 at the rear end thereof for engaging the boxing and limiting forward movement of the rod 43. A portion 47 of the periphery of the cam wheel 38 above which the rack bar 45 is mounted, is toothed and meshes with the rack 45, as clearly shown in Fig. 4 of the accompanying drawings. Thus. by forward and rearward movements of the operating rod 43, the cam wheels 38 and shaft 36 are rotated forwardly and rearwardly by the rack 45 in mesh with the toothed portion 47 of one of the cam wheels 38. The toothed cam wheel 38 is provided on the inner sidethereof with the parallel, spaced inwardly disposed flat surfaces 48 extending chordwise of the cam wheel. and the rod 13 is provided with an inwardly offset depending block 49 presenting a flat lower face for cooperation with the surfaces 48 of the toothed cam wheel 38. The block 49 and wheel suriaces 48 are so hrranged and positioned with respeet to each other, i hat when the cam wheel is rotated forwardly to the limit of the. rod pins '41 and 42 in the can] grooves of the wheel the hiorl; 49 engages one of the wheel faces 48 and locks the wheel against further forward rotation and renders the rod 43 inoperative with relation thereto and when the wheel is rotated rearwerdly to the limit of the cam grooves and pins. the other Wheel surface 48 engages the block 49 and renders the Wheel inoperative for further rearward rotation by the operating rod 43.

In the operation of the change speed gear ing and shifting mechanism as hereinbefore described and disclosed in the aceoin tinying' drawings, the actuating leve'r 4 is thrown forwardly to move the operating lever 43 to rearward position and cause the pinion 11 to be moved rearwardly into mesh with the inner bevel gear 25 on the rear axles 3 and the-bevel gear 22 to be moved forwardly out of mesh with the outer bei'el gear 24 on the axles This is the low gear or low speed position of the 'ch ange speed gearing and is clearly shown and indicated in fl ig's. 1 and 2 of the drawings. while the shifting mechanism within the boxing 27 for this position of the change speed gearing is shown in Figs. 3, 4 and 5. With. the change speed gearing in low speed position the propeller shaft 10 drives the axles 3 through the differential 4 end the engaged pinion 11 and bevel gear 25, and the gear 22 is out of mesh with gear 24 and rotates idly through the rotation of the sleeve shaft 'lQby-the propeller shaft 10 on whidh it is key ed. I

in order to shift the change speed gearing ito hig h speed position, gears 22 and 24 meshed and gears 11 and 25 disengaged, the l'v'er 44 is operated to move the rod 43 forwardly which rotates the cam wheels 38 forwardly through the rack 45 arid toothed portion '47 of one of the wheels 38. Forward rotation of the cam wheels 38 causes the outer cam grooves 39 thereof to force the slide rods 30 rearwardly, through 'the pins 41 engaged therein, and the rearwa'rd movement of rods 30 forces the rods 29 with which they are connected rearwardly, and these rods in turn move the bearin'g sleeve 16 and the sleeve shaft 12 carryin' bevel gear 22 rearwardly over the .prope ller shaft 10 to position with gear 22 engaed with bevel gear 24. Simultaneously wit h the rearward movement of the bevel gear'22. the rods 31 are forced forwardly by the inner cam grooves 40. through the pins 42 engaged therewith, and the pro pelle'r shaft is moved forwardly by the rods 31. through the cross head 33 fixed on the shaft 10 and eonn'ected with the rods 31 by the arms 34. This forward movement meo gu d ng amt a reemen s at e foresee s1; there-e .ahd'thesliding' meant in gof meshes 10 "in and smear-fig thiou h and keyed with the sleeve shaft "12. its the pi-opeiler shah i0 iii-eves" "ferimdi the pinion 11 on the rear end thereof is with; drawn from enga ement with the lows feed gear 25, an'dt-he 22 (iii the sleeve s 5ft is si-rinitmneeusp moving rerwtrciiiv into engilfieiniit wit the high speed 24, so that the pi fien i1 iri'oves iris the IGCG'SS or bore tr the-beer gear .22, the pini'o'h antigen 22 in sheet telescoping, as will be rehidiiv eppereni hlv reference pertieuitn to ri 2 'of the s ampin mg dr'aiviii s. The epsr tiefi or the siifitiilg meehan -sin f'aiid chfiiige spe a getiri'hg, the shift fror'niiigh spe position [to low speed pdsino'n as sheen in Fig. '2, is the reverse of the above 'dfistflibed efinitions,

as he ei'iiberdreexplained. j It 'wi'l1 t e ndted that the gears 11 rma. 22 are alterniiteljy engtigetl with the gears Q5 afiid Q4 respectively. that is when ""el'irs 11 aiid 525 are in mesh and operating,vgears 22 and 24' are ont'of engagement. imperative and i'clii'n",

The Gem grooves 39 and 40th each wile 1 as are so e'tirved and di "ised with res eet to the are ofthe wire thi't in "shifting"- from one s eed toaiiofher there is e esiderable nidlveinei'it of piss at level 44 and Wheels 38 liefo'r'e the aetiration .bf/the slide io ls, 30 sea iii-eminence, thus in- Shifting riieeha n'isr'n rom .on'' dsiti'oh to another; a'hd preve'iitinq actuation 'ofth'e chti'nge speetl earing "trough small seeidental iiioifiiheflts er the Hitting lever. The fa'rinngeiiieht er the 5106!: 49 '61:; the rod43ff 6r coo eratioh' tiid'ehg'agemn't with the stirfiices' v of the writers in the operative positio'ns of the c'hiiifi sjii eiiitl eese, pre ents ever control and in e ect 10ers the fshiftin magnetism n the opera? tiv'e positionsrof so as to r'sqiiifie a positive ftrll moveiiient of the shifting lever 44 (a clrttnge tl'iefgeeir positidii's. V

\Vith the foregoing d'e'siibd Cilidi'ige speed geafihginonnted on and embodied iii a conventional type of motor vehicle iiiclnding the usual type of chain e s eed transiiiissidn or gearing int rn-ass in the propell'er shaft ing between the in tor and the driving connection with the di erential and rear aides, the change speed transmission is positioned in the high speed relation thereof giving a direct drive cor'iiieotion from the motor to the rear axles for operation of the motor at low speed, and the change speed gearing of the inveiition is actuate'd to an operative position in drivin! venom neiwepn thea ens) shafterfd the rear afiiles" and tra'etion Wheels dFiv'ii thereby. Under the normal road end the of the pretense sine in "is possible tiifbii' ii the slip or like 0 rating conditions encountered by the vehice the change speed gearing may be operated in high speed position with ropeller shaft gear 22 in mesh with and riving axle gear 24, so that the motor is operated at a low speed and resulting relatively high speed of the driven rear axles. Now, with the average change in road conditions requiring an increase in driving power, instead of changing the usual transmission to secure higher speed from the motor and lower speed from the driving or traction wheels and resulting elimination of the direct driving connection, the change speed gearing of the invention is shifted to low speed position with the propeller shaft pinion in mesh with and driving the rear axles through the gear 25 while maintaining the direct drive connection from the motor. In this manner the invention permits of 0 erating a vehicle with a direct drive and ow motor speed under the average normal changes in road and the like operating conditions, with the resulting low fuel and oil consumption and minimum wear on a motor.

While in the specific embodiment of the invention illustrated as an example herewith, two sets of earing to give two speeds are shown, it will be clear that more than two speeds can be employed by the use of additional gear sets in accordance with the principles of the invention, and the invention includes and contemplates the use of more than two speeds where conditions of operation make it desirable. Further, attention is directed to the fact that certain principles and features of the invention are applicable to and adapted for use with the transmission of power from a driving shaft to a driven shaft generally, where similar or equivalent conditions to those of the illus trated application may be encountered.

It is also evident that various changes, variations, substitutions and modifications might be resorted to without departing from the spirit and scope of the invention, and hence I do not desire to limit our invention to the exact disclosures hereof.

Desiring to protect our invention in the broadest manner legally possible, what we claim is:

1. In change speed gearing for motor vehicles, in combination with a vehicle propeller shaft and driving axles, a high speed gear and a low speed gear on the driving axles, a pinion on the propeller shaft for engagement with the low speed gear, a gear on and movable longitudinally of the shaft for engagement with the high speed gear said shaft gear formed with an axial recess therein, and means for moving said pinion and shaft gear to and from engagement with said low and high speed gears, re spectively, the said shaft gear out of engagement with the high gear when the pinion is in engagement with the low gear and the pinion out of engagement and received in said shaft gear recess when the shaft gear is in engagement with the high speed gear.

2. In change speed gearing for motor vehicles, the combination with a longitudinally movable vehicle propeller shaft, and driving axles, of a pair of gears on said axles, a pinion mounted on the end of said propeller shaft for movement to and from engagement with one of said axle gears, a gear having an axial recess mounted on the propeller shaft for movement longitudi nally thereof to and from engagement with the other of said axle gears, and means for simultaneously moving said propeller shaft and pinion and said shaft gear longitudinally in opposite directions, whereby with the pinion in engagement the shaft gear is out of engagement, and with the sha t gear in engagement the pinion is received in the axial recess of said gear and out of engagement, with the respective axle gears.

3. In change speed gearing for motor ve hicles, the combination with a lon itudinally movable vehicle propeller sha t, and vehicle driving axles, of a high speed gear and a low speed gear mounted in axial alinement on the'vehicle axles for driving the same, a low speed gear mounted on and movable longitudinally with the shaft to and from engagement with the axle low speed gear, a high speed gear mounted on, axially alined with and driven by the propeller shaft, said shaft high gear formed with an axial recess therein concentric with and movable longitudinally of the shaft to and from engagement with the axle hi h speed gear, and means for simultaneousy moving the shaft with the low speed gear and the high speed gear in opposite d1rections longitudinally of the shaft whereby with the high speed gears engaged the low speed gears are disengaged with the shaft low gear received within the recess of the shaft high gear, and with the low speed gears engaged the high speed gears are disengaged.

4. In change speed gearing for motor vehicles, the combination with a lon itudinally movable vehiclepropeller sha t, and vehicle driving axles, of a high speed gear and a low speed gear in axial alinement on the driving axles, a low speed gear on the end of and movable with the propeller shaft to and from engagement with the axle low gear, a high speed gear mounted on the propeller shaft forwardly of the low speed gear and movable longitudinally on the shaft to and from engagement with the axle high speed gear, said shaft high speed gear formed with a central bore adapted to receive and telescope with the shaft low gear, and means for simultaneously moving said shaft and low speed gear thereon forwardly out ,of engagement with the axle low speed gear and said high speed gear rearwardly into engagement with the axle high speed with the shaft low speed gear extending into and telescoped with the shaft high speed gear, or simultaneously moving the shaft gears in the reverse directions to engage the low speed gear and disengage the high speed gear.

5. In combination, a driving shaft longitudinally movable, a driven shaft disposed transversely of and spaced from the driven shaft in the plane of the axis thereof, a pinion mounted on the end of the driving shaft and movable longitudinally therewith, a sleeve slidably mounted on the driving shaft and keyed for rotation therewith, a :gear mounted on said sleeve inwardly from and of larger diameter than said pinion, said gear formed with a recess adapted to receive said pinion in telescopingrelation with the gear, a pair of gears mounted on the driven shaft in position thereon for engagement by said gear and pinion of the driving shaft, respectively, and means for simultaneously moving said shaft pinion into engagement with one of the driven axle gears and said sleeve carried gear out of engagement with the other of said driven axlegears, or for moving the shaft pinion out of engagement and the sleeve gear into engagement, with the pinion telescoped with and received in the recess of the sleeve gear.

6. In change speed gearing for motor vehicles, the combination with a longitudinally movable vehicle propeller shaft, and vehicle axles driven therefrom, of a pair of gears on said axles, a pinion on the end of said propeller shaft for movement therewith to and from engagement with one of said axle gears, a sleeve slidably mounted on said shaft and keyed thereto for rotation therewith, a gear on said sleeve axially alined with the shaft and forwardly of said pinion, for movement to and from engagement with the other of said axle gears, a bearing sleeve mounted over said shaft and gear sleeve with the latter fixed thereto for rotation therein, and means connected with said propeller shaft and bearing sleeve for simultaneously moving the shaft and gear sleeve in opposite directions.

7. In change speed gearing, the combination with a longitudinally movable driving shaft, and a driven shaft disposed transversely thereof, of a pair of gears on the driven shaft, a pair of telescoping gears mounted on and axially alined with the driving shaft for selective engagement with said driven shaft gears, respectively. one of said shaft gears fixed on and movable longitudinally with said driving shaft and the other of said telescoping shaft gears movable independently and longitudinally of the driving shaft and means for simultaneously moving said telescoping shaft gears in opposite 'directions, said driving shaft gears in one operative position in telescoped relation.

8. In change speed gearing for motor vehicles, the combination with longitudinally movable vehicle propeller shaft, and vehicle axles, difi'erential gear and a housing therefor, of a pair of gears on said axles, a pinion fixed on said propeller shaft for movement to and from engagement with one said axle gears, a gear mounted on and concentric with said propeller shaft for rotation thereby, said gear movable independently and longitudinally of the propeller shaft for movement to and from engagement with the other of said axle gears, bearing means for said shaft gear, actuating rods operatively coupled with said gear bearing means and gear, a housing for said propeller shaft forming a substantial continuation of said axle and gear housing, said actuating rods mounted in said shaft housing for reciprogation therein to move said gear lon itudinally of the shaft, and means operative y connected with said actuating rod and with the propeller shaft for simultaneously moving said pinion and said gear to and from engagement with said axle gears, respectively,

9. Mechanism for shnultaneously moving concentric mtatable shafts in opposite directions, embodying an operating lever, cam wheels rotated thereby, actuating rods operatively connecting said cam wheels with each of said concentric shafts, respectively, said cam wheels formed with cam grooves on opposite faces thereof, pins on said actuating rods engaged in said cam grooves, respectively, and said cam grooves so arranged and formed that upon rotation of said wheels in one direction the actuating rods for one of the shafts are moved in a direction opposite to the movement of the operating rods for the other of the shafts.

10. In mechanism for simultaneously moving concentric rotatable shafts in opposite directions, an actuating rod connected with one shaft, an actuating rod connected with the other shaft, a cam wheel rotatably mounted on an axis disposed transversely to the common axis of the shafts, said actuating rods extending to opposite sides of said cam wheel and engaged by cam grooves on opposite sides, respectively, of the wheel, said grooves formed and arranged to move said actuating rods and shafts in opposite directions upon rotation of the cam wheel, and means for rotating said cam wheel.

11. In change speed gearing including concentric rotatable shafts having gears thereon and movable longitudinally in opposite directions: l'nechanism for simultaneously moving said shafts and gears in opposite directions. embodying actuating rods operatively coupled to each shaft, a shaft disposed transversely of said concentric shaft, cam members rotated by said shaft, members on said actuating rods engaged by said cam members, respectively, said cam members so mounted and arranged that upon rotation thereof the actuating rods for each of said concentric shafts are simultaneously moved in opposite directions thereby, respectively, and means for rotating said cam members.

12. In change speed gearing for motor vehicles, the combination with the vehicle propeller shaft and driving axles, of a pair of gears on the driving axles, and a pair of gears mounted on and movable axially of the propeller shaft for selective engagement with said axle gears, respectively, one of said shaft gears formed with an axial recess to receive the other of said shaft gears in telescoped relation, and means for moving said shaft gears to and from telescoped relation and selective engagement with said axle gears, respectively.

13. In change speed gearing for motor vehicles, the combination with the vehicle propeller shaft and driving axles, of a pair of gears on the driving axles, and a pair of gears mounted on and movable toward and from each other axially of the propeller shaft for selective engagement with said axle gears, respectively, one of said shaft gears formed with an axial recess into which the other of said shaft gears is received with the said gears moved toward each other.

14. In change speed gearing, the combination with a longitudinally movable driving shaft, and a. driven shaft disposed transversely thereof, of a pair of gears on the driven shaft, a pair of gears mounted on the driving shaft for movement axially thereof toward and from each other into selective engagement with said driven shaft gears, respectively, one of said shaft gears fixed to and movable with the shaft and the other of said gears movable independently of the shaft and formed with an axial recess to receive said other gear when the shaft gears are moved toward each other.

In change speed gearing, the combination with a longitudinally movable driving shaft, and a driven shaft disposed transversely thereof, of a pair of gears on the driven shaft, and a pair of gears on the driving shaft for movement axially thereof toward and from each other into selective engagement with said driven shaft gears, respectively, the outermost driving shaft gear fixed to and movable with said driving shaft, and the inner driving shaft gear of greater diameter than the outer gear and movable independently of the shaft, said inner gearformed with an axial recess facing the outer gear to receive the latter when the shaft gears are moved toward each other into one operative position thereof.

Signed at Bowman, North Dakota, this 17th day of December, 1923.

CARL A. ANDERSON. ALFRED ANDERSON. 

